EP2420696A2 - Hydraulikdämpfung für ein Fahrzeugsteuersystem - Google Patents

Hydraulikdämpfung für ein Fahrzeugsteuersystem Download PDF

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Publication number
EP2420696A2
EP2420696A2 EP11177990A EP11177990A EP2420696A2 EP 2420696 A2 EP2420696 A2 EP 2420696A2 EP 11177990 A EP11177990 A EP 11177990A EP 11177990 A EP11177990 A EP 11177990A EP 2420696 A2 EP2420696 A2 EP 2420696A2
Authority
EP
European Patent Office
Prior art keywords
tube
damper
reservoir
control valve
interior
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP11177990A
Other languages
English (en)
French (fr)
Inventor
Guilherme Caravieri de Abreu
Sérgio Nelo Vannucci
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Marelli Cofap do Brasil Ltda
Original Assignee
Magneti Marelli Cofap Fabricadora de Pecas Ltda
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Magneti Marelli Cofap Fabricadora de Pecas Ltda filed Critical Magneti Marelli Cofap Fabricadora de Pecas Ltda
Publication of EP2420696A2 publication Critical patent/EP2420696A2/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/50—Special means providing automatic damping adjustment, i.e. self-adjustment of damping by particular sliding movements of a valve element, other than flexions or displacement of valve discs; Special means providing self-adjustment of spring characteristics
    • F16F9/512—Means responsive to load action, i.e. static load on the damper or dynamic fluid pressure changes in the damper, e.g. due to changes in velocity

Definitions

  • the present invention refers to a hydraulic damper of the type used in steering systems of wheeled motor vehicles, for absorbing, at least in part, the vibrations generated by the driving surface, on which the vehicle is traveling, which vibrations would be otherwise transmitted to the steering wheel and to other mechanisms of the vehicle steering system.
  • the road motor vehicles to transport people or goods have steering systems which connect the directional wheels to a steering wheel of the vehicle, by means of adequate connection mechanisms and articulations.
  • damping forces that are predefined during manufacture for reducing the vibrations, generally of low amplitude and high frequency, induced on the steering wheel or on the assistive device (if existent) by the irregularities of the driving surface on which the vehicle is traveling.
  • the damping force (damping factor) in the compression and traction movements is defined by the dimensioning of traction and compression control valves, which are provided to adjust the hydraulic fluid flow (viscous fluid) between the traction and compression chambers, upon operation of the damper, when the steering system is submitted to the vibrations caused by operation of the vehicle and to the rotation movements of the steering wheel.
  • Said traction and compression control valves are dimensioned to provide a predetermined damping force to the passage of the hydraulic fluid flow, when the latter is impelled by low-amplitude and high-frequency oscillations of the piston (vibrations in the steering system), said oscillations occurring upon the usual traveling of the vehicle on surfaces on which the vehicles operate.
  • Said dimensioning of the traction and compression valves causes the damping force produced by the damper illustrated in figure 1 , both during traction and during compression, to increase continuously and directly proportionally to the increase of the rotation speed imparted by the driver to the steering wheel, as illustrated in figure 2 of the enclosed drawings.
  • these known hydraulic dampers for steering systems do not produce damping forces capable of guaranteeing the directional control of the vehicle or preventing overloads in the components of a servo-assisted steering system, upon the sudden and quick movements of the steering wheel, allowing said movements to be transmitted to the whole steering system.
  • the dimensioning of the traction and compression control valves provided in the damper is made so as to provide the damping of the high-frequency and low-amplitude vibrations, but it is inefficient to provide an effective damping force at the initial phases of a sudden and quick rotation of the steering wheel, that is, upon an angular oscillation of the steering wheel in low frequency, high amplitude and high speed.
  • the present invention has the object of providing a damper of the type considered herein and which, by using a simple construction at a relatively reduced cost, is capable of absorbing, at least in part, the vibrations generated by the surface on which the vehicle is traveling, which vibrations would otherwise be transmitted to the vehicle steering system, as well as producing damping forces capable of guaranteeing the directional control of the vehicle or preventing overloads in the components of a steering system, generally of the servo-assisted type, upon sudden and quick movements of the steering wheel.
  • the present invention has the object of providing a damper such as mentioned above and which, besides absorbing the vibrations generated by the vehicle displacement, produces a damping force presenting a substantially constant and predetermined value, whenever the steering wheel is forced to rotate at a speed superior to a value considered harmful to the directional control of the vehicle or to its servo-assisted steering system.
  • the hydraulic damper for vehicle steering systems object of the present invention is of the type which comprises: a pressure tube; a piston dividing the pressure tube into a compression chamber and a traction chamber and carrying traction and compression control valves to communicate said chambers with each other; a rod having an end internal to the traction chamber and attached to the piston, and an opposite end external to the pressure tube; a reservoir tube external to the pressure tube and defining therewith a hydraulic fluid reservoir; a valve plate closing the end of the pressure tube which coincides with the end of the compression chamber and allowing a controlled fluid communication between the latter and the reservoir.
  • the damper further comprises: a fluid communication between the traction chamber and the reservoir; and a control valve provided in said fluid communication and displaceable between an open position, releasing said fluid communication, while the pressure of the hydraulic fluid in the traction chamber remains inferior to a determined value, and a closed position, blocking said fluid communication, when the pressure of the hydraulic fluid in the traction chamber reaches said determined value.
  • the traction and compression control valves can be dimensioned to produce, associated with the open condition of the new control valve, adequate damping forces to absorb also the higher-amplitude and lower-frequency oscillations which are transferred to the steering system from the road surface, without said damping forces undesirably impairing the steering wheel rotation at speeds inferior to a predetermined value considered not harmful to the directional control of the vehicle or to the steering system mechanisms.
  • the provision of the control valve further provides, when said control valve is closed, substantially constant damping forces, when a sudden rotation movement, at speeds equal or superior to said value, is applied to the steering wheel.
  • the additional control valve which senses the rotation movements of the steering wheel, allows the damper to produce null or much reduced damping forces at low rotation speeds of the steering wheel, as well as a high and practically constant damping force at rotation speeds equal or higher than a predetermined value considered not harmful to the directional control of the vehicle and to the steering system mechanisms.
  • the invention refers to double-acting hydraulic dampers, preferably bi-tubular and to be applied to steering systems for vehicles, such as cars and buses for transporting passengers, or vans and trucks for transporting goods, presenting the basic construction illustrated both in figure 1 and in figure 3 of the enclosed drawings.
  • the hydraulic damper of the present invention conventionally comprises, as illustrated in figures 1 and 3 , a pressure tube 10 in the interior of which is mounted a piston 20 which divides the pressure tube 10 into a compression chamber CC and in a traction chamber CT, said chambers containing a hydraulic fluid, that is, a non-compressible viscous fluid.
  • the piston 20 is axially trespassed by a compression passage 21 and a traction passage 22.
  • the compression passage 21 is operatively associated with a compression control valve 23 and the traction passage 22 is operatively associated with a traction control valve 24.
  • Said control valves may present any known construction for controlling the passage of a hydraulic fluid (viscous fluid) from one to the other of the traction chamber CT and compression chamber CC, upon movement of the piston 20 in the interior of the pressure tube 10, during the vehicle operation, and upon driving the steering wheel.
  • the end of the pressure tube 10 which is adjacent to the traction chamber CT, is closed by an annular sealing plate 11, generally associated with a seal 12, through which it is axially displaced and guided a rod 30 whose inner end 31 is attached to the piston 20.
  • the rod 30 presents an outer end 32 provided with means (not illustrated) for its articulated coupling to the vehicle steering system, whilst the opposite end of the pressure tube 10 is provided with means (not illustrated) for its coupling to the vehicle structure.
  • the pressure tube 10 has an opposite end adjacent to the compression chamber CC, which is closed by a valve plate 13 provided with a passage 14a associated with a traction valve 14 and with a passage 15a associated with a compression valve 15.
  • Said traction valve 14 allows the compression chamber CC to be in controlled fluid communication with a hydraulic fluid reservoir R, during the expansion (traction) displacement of the damper.
  • the hydraulic fluid reservoir R is usually formed by a reservoir tube 40 positioned around the pressure tube 10 and partially filled with the hydraulic fluid (non-compressible viscous fluid) and complemented with a compressible gas which, when compressed, compensates the volume occupied by the rod 30 in the interior of the traction chamber CT, during the expansion movement of the damper.
  • the reservoir tube 40 has its ends sealed to consolidate the structure of the bi-tubular damper.
  • the damper considered herein produces, during the telescopic movement of the rod 30 in the traction movement, a resistance and damping force by the forced passage of the hydraulic fluid through the traction valve 24 of the piston 20, maintaining a pressure in the traction chamber CT as a function of the drive speed in the damper traction movement.
  • the increased volume in the compression chamber CC caused by the traction displacement of the rod 30, is filled, in the compression chamber CC, by drawing the hydraulic fluid contained in the reservoir R, through the traction valve 14 of the valve plate 13.
  • the damper promotes a resistance and damping force, partially by the forced passage of the hydraulic fluid through the compression control valve 23 in the piston 20, from the compression chamber CC to the traction chamber CT and, mainly, by the forced passage of the hydraulic fluid through the compression valve 15, from the compression chamber CC to the reservoir R, maintaining the pressure in the traction chamber CT.
  • the volume of hydraulic fluid which passes through the compression valve 15 is equal to the volume displaced by the rod 30 during the compression movement of the damper.
  • the damper promotes a positive pressure in the traction chamber CT, both in the traction movement condition and in the compression movement condition of the damper, generating a resistant damping force, predefined at the construction of the damper and as a function of the damper drive speed, by the traction control valve 24 of the piston 20, in the traction movement and, mainly, by the compression valve 15 in the compression movement.
  • These resistance and damping forces applied to the movement of the assembly formed by the rod 30 and piston 20 are predefined in the construction of the damper.
  • the present invention has the object of obtaining null damping forces, or at least very small ones, from reduced drive speeds to a certain value of drive speed from which the damping forces are strong and essentially constant, as can be seen in figure 3 .
  • the present invention provides a fluid communication F between the traction chamber CT and the reservoir R, said fluid communication F being blocked by a control valve V, which is automatically displaced between an open position, releasing said fluid communication F, while the pressure of the hydraulic fluid in the traction chamber CT remains inferior to a determined value, and a closed position, in which said fluid communication F is blocked, when the pressure of the hydraulic fluid in the traction chamber CT reaches said determined valor.
  • the fluid communication F is defined by the annular space formed between the pressure tube 10 and a third tube 50, surrounding the pressure tube 10 and having its ends hermetically seated and retained against the latter and each carrying an annular sealing means 51, in elastomer or in any other adequate material, to be compressed against the pressure tube 10.
  • the third tube 50 is longitudinally extended through the interior of the reservoir R and opened to the interior of the traction chamber CT by one or more radial windows 16 provided in the pressure tube 10.
  • the controlled connection of the fluid communication F with the reservoir R is obtained through a radial opening 52 of the third tube 50 and a larger radial opening 41 of the reservoir tube 40, generally coaxial to the radial opening 52 of the third tube 50. In these openings there is mounted the control valve V.
  • the control valve V of the present invention comprises a tubular casing 60 affixed, for example by welding, to the reservoir tube 40 and projecting radially outwards from the latter, in continuation to the radial opening 41, to which interior said tubular casing 60 is opened.
  • the tubular casing 60 has its free end hermetically closed by a cover 61 provided with an outer thread 61a to be coupled to an inner thread 60a of the tubular casing 60.
  • the tightness of the cover 61 is also ensured by at least one sealing ring 62 housed in a peripheral channel 63 of the cover 61 and which actuates against a non-threaded inner wall extension of the tubular casing 60.
  • the axial retention of the cover 61 may be obtained by other means, such as welding, gluing, double-seaming, etc.
  • the control valve V further comprises a connection plate 70, having a tubular neck 71 fitted in the radial opening 52 of the third tube 50 and an annular flange 72 seated against the third tube 50 and provided with a circumferential groove 72a which houses a sealing ring 73 to be compressed against the third tube 50, upon the mounting of the connection plate 70 which may be simply seated and axially pressed against the third tube 50, by the cover 61, as described ahead, or also affixed, by any adequate means and in a definitive manner, for example by welding, to the third tube 50.
  • the annular flange 72 further defines a peripheral cradle 72b onto which is seated and retained, by any adequate means, an open end 81 of a tubular cup 80 with the opposite end closed by an annular wall 82 provided with a central opening 83 which defines the seat S of the control valve V.
  • the tubular cup 80 presents a contour inferior to that of the tubular casing 60, so as to define therewith an annular passage 84 which is open to the interior of the reservoir R, through the larger radial opening 41 of the reservoir tube 40.
  • the tubular cup 80 is axially pressed against the connection plate 70, by the cover 61 seating against a spacer 65 positioned between the cover 61 and the annular wall 82 of the tubular cup 80 and configured to provide hydraulic fluid radial passages between the cover 61 and the tubular cup 80.
  • annular wall 82 of the tubular cup 80 is maintained spaced from the cover 61, through the spacer 65, so as to define, therebetween, at least one radial hydraulic fluid passage, which extends up to the annular passage 84, to communicate the seat S with the interior of the reservoir R.
  • a passage plate 90 In the interior of the tubular cup 80 and seated against the annular flange 72 of the connection plate 70 there is mounted a passage plate 90, provided with a plurality of eccentric holes 91 and one central hole 92, in which interior is guided an axial pin 101 incorporated in an end of a plunger 100, whose opposite end defines a preferably conical sealing surface 102 which, when seated against the seat S, closes the control valve.
  • the plunger 100 further incorporates a peripheral shoulder 103 against which is seated an end of a spring 105, whose opposite end is seated against the annular wall 82 of the tubular cup 80.
  • the plunger 100 is constantly forced to the open position of control valve V, with its sealing surface 102 being spaced from the seat S.
  • the pressure of the hydraulic fluid in the interior of the traction chamber CT and of the fluid communication F is not sufficient to provoke, in the interior of the tubular cup 80 of the control valve V, a flow capable of displacing the plunger 100 against the force of the spring 105, maintaining the control valve in the open position, in which it releases the fluid communication F, allowing the hydraulic fluid to flow from the traction chamber CT to the reservoir R.
  • the hydraulic fluid contained in the compression chamber CC is transferred to the traction chamber CT, through the small restriction of the compression control valve 23 of the piston 20, and pumped by the latter from the interior of the traction chamber CT to the interior of the fluid communication F, through the radial windows 16.
  • the pressure of the hydraulic fluid in the interior of the compression chamber CC and traction chamber CT is not sufficient to generate, in the interior of the tubular cup 80, a hydraulic fluid flow capable of displacing the plunger 100 against the force of the spring 105.
  • the plunger 100 is thus maintained spaced from the seat S, by the force of the spring 105, allowing the hydraulic fluid to freely pass through the seat S and towards the interior of the reservoir R, as illustrated in figure 5 .
  • the damper In these reduced-speed conditions of the steering wheel rotation, the damper produces null or much reduced damping forces, which complies with the objects of the present invention.
  • the pressure of the hydraulic fluid in the interior of the traction chamber CT and of the fluid communication F is sufficient to provoke, in the interior of the tubular cup 80 of the control valve V, a flow capable of displacing the plunger 100 against the force of the spring 105, leading the control valve to the closed position, in which it blocks the fluid communication F, preventing the hydraulic fluid from flowing from the traction chamber CT to the reservoir R, as illustrated in figure 6 .
  • the traction damping force is defined by the traction control valve 24 of the piston 20, presenting a substantially constant value for the steering wheel rotation speeds equal or higher than a determined safe value.
  • the hydraulic fluid contained in the compression chamber CC is transferred to the traction chamber CT, through the small restriction of the compression control valve 23 of the piston 20, and pumped by the latter from the interior of the traction chamber CT to the interior of the fluid communication F, through the radial windows 16.
  • the pressure of the hydraulic fluid in the interior of both the compression chamber CC and the traction chamber CT is sufficient to generate, in the interior of the tubular cup 80, a hydraulic fluid flow capable of displacing the plunger 100 against the force of the spring 105.
  • the plunger 100 has its sealing surface 102, seated against the seat S, closing the central opening 83 of the tubular cup 80 and blocking the passage of the hydraulic fluid through the seat S and towards the interior of the reservoir R (see figure 6 ).
  • the compression damping force is defined, partially by the compression control valve 23 of the piston 20 and, mainly, by the compression valve 15, in order to present a substantially constant value for the steering wheel rotation speeds equal or higher than a determined safe value, which complies with the objects of the present invention.
  • the present invention achieves the purpose of obtaining damping forces as a function of the rotation speed of the steering wheel, as shown in the graph of figure 3 .

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Fluid-Damping Devices (AREA)
EP11177990A 2010-08-18 2011-08-18 Hydraulikdämpfung für ein Fahrzeugsteuersystem Withdrawn EP2420696A2 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
BRPI1002806A BRPI1002806A8 (pt) 2010-08-18 2010-08-18 Amortecedor hidráulico para direção de veículos

Publications (1)

Publication Number Publication Date
EP2420696A2 true EP2420696A2 (de) 2012-02-22

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ID=44532668

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EP11177990A Withdrawn EP2420696A2 (de) 2010-08-18 2011-08-18 Hydraulikdämpfung für ein Fahrzeugsteuersystem

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EP (1) EP2420696A2 (de)
BR (1) BRPI1002806A8 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104948637A (zh) * 2014-03-31 2015-09-30 日立汽车系统株式会社 缓冲器

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104948637A (zh) * 2014-03-31 2015-09-30 日立汽车系统株式会社 缓冲器
CN104948637B (zh) * 2014-03-31 2020-04-10 日立汽车系统株式会社 缓冲器

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Publication number Publication date
BRPI1002806A2 (pt) 2012-06-05
BRPI1002806A8 (pt) 2017-08-15

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